System and method for determining vehicle orientation in a vehicle consist

ABSTRACT

A system and method includes determining, with a sensor assembly disposed onboard a first aerial vehicle, a direction in which a fluid flows within or through the first aerial vehicle, and determining an orientation of the first aerial vehicle relative to a second aerial vehicle based at least in part on the direction in which the fluid flows within or through the first aerial vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 15/421,978 entitled SYSTEM AND METHOD FOR DETERMINING VEHICLEORIENTATION IN A VEHICLE CONSIST which was filed on 1 Feb. 2017, whichis a continuation-in-part of U.S. patent application Ser. No. 15/377,594which was filed on 13 Dec. 2016, which is a continuation-in-part of U.S.patent application Ser. No. 14/520,585, which was filed on 22 Oct. 2014.

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 15/377,594 entitled VEHICLE COMMUNICATION SYSTEMwhich was filed on Dec. 13, 2016, which is a continuation-in-part ofU.S. patent application Ser. No. 14/616,795, filed on 9 Feb. 2015 (the“'795 Application”).

The '594 application is a continuation-in-part of U.S. patentapplication Ser. No. 14/836,063, filed on 26 Aug. 2015 (the “'063Application”), which is a continuation-in-part of U.S. patentapplication Ser. No. 14/275,297, filed on 12 May 2014 (the “297Application”) which issued as U.S. Pat. No. 9,180,892 on 10 Nov. 2015,which is a continuation of U.S. patent application Ser. No. 13/593,258,filed on 23 Aug. 2012 (the “'258 Application”). The '258 Applicationissued as U.S. Pat. No. 8,725,323 on 13 May 2014. The '258 Applicationis a continuation-in-part of U.S. patent application Ser. No.11/552,602, filed on 25 Oct. 2006 (the “'602 Application”), which issuedas U.S. Pat. No. 8,280,566 on 2 Oct. 2012. The '602 Application claimspriority to U.S. Provisional Application No. 60/792,428, filed on 17Apr. 2006 (the “'428 Application”). The '063 Application also is acontinuation-in-part of U.S. patent application Ser. No. 14/741,229,filed 16 Jun. 2015 (the “'229 Application), which claims priority toU.S. Provisional Application No. 62/049,524, which filed on 12 Sep. 2014(the “'524 Application”).

The '594 application is also a continuation-in-part of U.S. patentapplication Ser. No. 14/803,089, filed on 19 Jul. 2015 (the “'089Application”) which issued as U.S. Pat. No. 9,656,680 on 23 May 2017,which is a continuation of U.S. patent application Ser. No. 13/741,649,filed on 15 Jan. 2013 (the “'649 Application”), which issued as U.S.Pat. No. 9,114,817 on 25 Aug. 2015.

The '594 application is also a continuation-in-part of U.S. patentapplication Ser. No. 14/520,585, filed on 22 Oct. 2014 (the “'585Application”) which issued as U.S. Pat. No. 9,550,484 on 28 Apr. 2016.

The '594 application is also a continuation-in-part of U.S. patentapplication Ser. No. 15/238,501, filed on 16 Aug. 2016 (the “'501Application”) which issued as U.S. Pat. No. 9,917,773 on 8 Dec. 2016,which is a continuation of U.S. patent application Ser. No. 13/493,315,filed on 11 Jun. 2012 (the “'315 Application”), which claims priority toU.S. Provisional Application No. 61/495,878, filed on 10 Jun. 20111 (the“'878 Application”).

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 15/819,877 entitled AERIAL CAMERA SYSTEM, METHODFOR IDENTIFYING ROUTE-RELATED HAZARDS AND MICROSTRIP ANTENNA which wasfiled on 21 Nov. 2017, which claims priority to U.S. ProvisionalApplication No. 62/425,043 filed 21 Nov. 2016, and is acontinuation-in-part of U.S. application Ser. No. 14/624,069, filed 17Feb. 2015, and issued as U.S. Pat. No. 9,873,442 on 23 Jan. 2018.

The '069 application claims priority to U.S. Provisional ApplicationNos. 61/940,813; 61/940,660; 61/940,610; and 61/940,696, all of whichwere filed on 17 Feb. 2014. U.S. application Ser. No. 14/624,069 also isa continuation-in-part of U.S. patent application Ser. No. 14/541,370,which was filled on 14 Nov. 2014 and issued as U.S. Pat. No. 10,110,795on 23 Oct. 2018, and which claims priority to U.S. ProvisionalApplication No. 61/940,813 filed on 17 Feb. 2014. U.S. patentapplication Ser. No. 14/541,370 is a continuation-in-part of U.S. patentapplication Ser. No. 14/217,672, which was filed on 18 Mar. 2014; U.S.patent application Ser. No. 14/253,294, which was filed on 15 Apr. 2014and issued as U.S. Pat. No. 9,875,414 on 23 Jan. 2018; U.S. patentapplication Ser. No. 14/457,353, which was filed on 12 Aug. 2014; U.S.patent application Ser. No. 14/479,847, which was filed on 8 Sep. 2014;and U.S. patent application Ser. No. 14/485,398, which was filed on 12Sep. 2014 and issued as U.S. Pat. No. 10,049,298 on 14 Aug. 2018.

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 16/046,493, entitled REMOTE VEHICLE OPERATORASSIGNMENT SYSTEM which was filed on 26 Jul. 2018. U.S. patentapplication Ser. No. 16/046,493 is a continuation-in-part of U.S. patentapplication Ser. No. 15/460,431, which was filed on 16 Mar. 2017, andwhich claims priority to U.S. Provisional Application No. 62/327,101,which was filed on 25 Apr. 2016. This application also is acontinuation-in-part of U.S. patent application Ser. No. 15/402,797,which was filed on 10 Jan. 2017.

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 16/263,870 entitled VEHICLE CONTROL SYSTEM whichwas filed on 31 Jan. 2019, which is a continuation-in-part of U.S.patent application Ser. No. 15/705,752, filed 15 Sep. 2017 and issued asU.S. Pat. No. 10,246,111 on 2 Apr. 2019. U.S. patent application Ser.No. 15/705,752 is a continuation of U.S. patent application Ser. No.15/061,212, filed 4 Mar. 2016 and issued as U.S. Pat. No. 9,764,748 onSep. 19, 2017. U.S. patent application Ser. No. 15/061,212 claimspriority to U.S. Provisional Application No. 62/281,429, filed Jan. 21,2016.

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 16/136,423, entitled VIDEO SYSTEM AND METHOD FORDATA COMMUNICATION which was filed on 20 Sep. 2018. U.S. patentapplication Ser. No. 16/136,423 is a divisional of U.S. application Ser.No. 14/541,370 filed 14 Nov. 2014, which issued as U.S. Pat. No.10,110,795 on 23 Oct. 2018.

The '370 application claims priority to U.S. Provisional ApplicationNos. 61/940,813; 61/940,660; 61/940,610; and 61/940,696, all of whichwere filed on 17 Feb. 2014.

The '370 application also is a continuation-in-part of U.S. patentapplication Ser. No. 14/217,672, which was filed on 18 Mar. 2014 (the“'672 Application”); U.S. patent application Ser. No. 14/253,294, whichwas filed on 15 Apr. 2014 and issued as U.S. Pat. No. 9,875,414 on 23Jan. 2018; U.S. patent application Ser. No. 14/457,353, which was filedon 12 Aug. 2014; U.S. patent application Ser. No. 14/479,847, which wasfiled on 8 Sep. 2014; U.S. patent application Ser. No. 14/485,398, whichwas filed on 12 Sep. 2014 and issued as U.S. Pat. No. 10,049,298 on 14Aug. 2018; and U.S. patent application Ser. No. 13/109,209, which wasfiled on 17 May 2011 and issued as U.S. Pat. No. 8,913,131 on 16 Dec.2014. The '209 Application is a divisional application of U.S. patentapplication Ser. No. 11/146,831, which was filed on 6 Jun. 2005 and isnow U.S. Pat. No. 7,965,312, which claims priority to U.S. ProvisionalApplication No. 60/626,573, which was filed on 10 Nov. 2004. The '831Application also is a continuation-in-part of U.S. patent applicationSer. No. 10/361,968, which was filed on 10 Feb. 2003, and which claimspriority to U.S. Provisional Application No. 60/385,645, which was filedon 4 Jun. 2002. The '847 Application is a continuation-in-part of the'672 Application.

The '353 Application and the '398 Application each claim priority toU.S. Provisional Application Nos. 61/940,813; 61/940,660; 61/940,610;and 61/940,696.

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 16/379,976 entitled CONTROL SYSTEM WITH TASKMANAGER which was filed on 10 Apr. 2019. The '976 application is acontinuation of U.S. application Ser. No. 16/114,318, which was filed on28 Aug. 2018. The '318 Application is a continuation-in-part of patentedU.S. application Ser. No. 15/198,673, filed on 30 Jun. 2016 and issuedas U.S. Pat. No. 10,065,317 on 4 Sep. 2018; and is acontinuation-in-part of pending U.S. application Ser. No. 15/399,313,filed on 5 Jan. 2017; and is a continuation-in-part of patented U.S.application Ser. No. 15/183,850, filed on 16 Jun. 2016 and published asU.S. Pat. No. 10,105,844 on 23 Oct. 2018; and is a continuation-in-partof pending U.S. application Ser. No. 15/872,582, filed on 16 Jan. 2018;and is a continuation-in-part of pending U.S. application Ser. No.15/809,515, filed on 10 Nov. 2017; and is a continuation-in-part ofpending U.S. application Ser. No. 15/804,767, filed on 6 Nov. 2017; andis a continuation-in-part of pending U.S. application Ser. No.15/585,502, filed on 3 May 2017; and is a continuation-in-part ofpending U.S. application Ser. No. 15/587,950, filed on 5 May 2017; andis a continuation-in-part of pending U.S. application Ser. No.15/473,384, filed on 29 Mar. 2017; and is a continuation-in-part ofpatented U.S. application Ser. No. 14/541,370, filed on 14 Nov. 2014 andissued as U.S. Pat. No. 10,110,795 on 23 Oct. 2018; and is acontinuation-in-part of pending U.S. application Ser. No. 15/584,995,filed on 2 May 2017; and is a continuation-in-part of pending U.S.application Ser. No. 15/473,345, filed on 29 Mar. 2017, which claimspriority to U.S. Provisional Application No. 62/343,615, filed on 31 May2016 and to U.S. Provisional Application No. 62/336,332, filed on 13 May2016.

The '318 application is also a continuation-in-part of U.S. applicationSer. No. 15/058,494 filed on 2 Mar. 2016 and issued as U.S. Pat. No.10,093,022 on 9 Oct. 2018, which claims priority to U.S. ProvisionalApplication Nos. 62/269,523, 62/269,425, 62/269,377, and 62/269,481, allof which were filed on 18 Dec. 2015.

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 16/275,569 entitled LOCOMOTIVE CONTROL SYSTEM ANDMETHOD which was filed on 14 Feb. 2019. The '569 Application is acontinuation-in-part of U.S. patent application Ser. No. 16/195,950(“the '950 Application”), filed on 20 Nov. 2018, which is a continuationof U.S. patent application Ser. No. 15/651,630 (“the '630 Application”)filed on 17 Jul. 2017, which claims priority to U.S. ProvisionalApplication No. 62/403,963, filed 4 Oct. 2016. The '630 Application is acontinuation-in-part of U.S. patent application Ser. No. 14/624,069(“the '069 Application”), filed 17 Feb. 2015 and issued as U.S. Pat. No.9,873,442 on 23 Jan. 2018, and is a continuation-in-part of U.S. patentapplication Ser. No. 15/044,592 (“the '592 Application”), filed 16 Feb.2016.

The '950 Application is also a continuation-in-part of U.S. patentapplication Ser. No. 11/750,716 filed 18 May 2007, which claims priorityto U.S. Provisional Application No. 60/894,006, filed 9 Mar. 2007, andis also a continuation-in part of U.S. application Ser. No. 11/385,354,filed 20 Mar. 2006 and issued as U.S. Pat. No. 9,733,625 on 15 Aug.2017.

The '069 Application claims priority to U.S. Provisional ApplicationNos. 61/940,813; 61/940,660; 61/940,610; and 61/940,696, all of whichwere filed on 17 Feb. 2014.

The '069 Application also is a continuation-in-part of U.S. patentapplication Ser. No. 14/541,370 (“the '370 Application”), filed on 14Nov. 2014 and issued as U.S. Pat. No. 10,110,795 on 23 Oct. 2018, whichclaims priority to U.S. Provisional Application No. 61/940,813, filed on17 Feb. 2014. The '370 Application is a continuation-in-part of U.S.patent application Ser. No. 14/217,672, filed 18 Mar. 2014, U.S. patentapplication Ser. No. 14/253,294, filed on 15 Apr. 2014 and issued asU.S. Pat. No. 9,875,414 on 23 Jan. 2018, U.S. patent application Ser.No. 14/457,353, filed 12 Aug. 2014, U.S. patent application Ser. No.14/479,847, filed 8 Sep. 2014, U.S. patent application Ser. No.14/485,398, filed 12 Sep. 2014 and issued as U.S. Pat. No. 10,049,298 on14 Aug. 2018, and U.S. patent application Ser. No. 13/109,209 (“the '209Application”), filed 17 May 2011 and issued as U.S. Pat. No. 8,913,131on 16 Dec. 2014.

The '209 Application is a divisional application of U.S. patentapplication Ser. No. 11/146,831, filed 6 Jun. 2005 and issued as U.S.Pat. No. 7,965,312 on 21 Jun. 2011, which claims priority to U.S.Provisional Application No. 60/626,573, filed 10 Nov. 2004, and is acontinuation-in-part of U.S. patent application Ser. No. 10/361,968,filed 10 Feb. 2003, which is now abandoned and which claims priority toU.S. Provisional Application No. 60/385,645, filed 4 Jun. 2002.

The '592 Application claims priority to U.S. Provisional Application No.62/134,518, filed 17 Mar. 2015, and is a continuation-in-part of U.S.application Ser. No. 14/922,787 (“the '787 Application”), filed 26 Oct.2015, which claims priority to U.S. Provisional Application No.62/134,518. The '787 Application also is a continuation-in-part of U.S.application Ser. No. 14/155,454 (“the '454 Application”), filed 15 Jan.2014 and issued as U.S. Pat. No. 9,671,358 on 6 Jun. 2017, and is acontinuation-in-part of U.S. application Ser. No. 12/573,141 (“the '141Application”), filed 4 Oct. 2009 and issued as U.S. Pat. No. 9,233,696on 12 Jan. 2016.

The '787 Application also is a continuation-in-part of U.S. applicationSer. No. 14/155,454 (“the '454 Application”), filed 15 Jan. 2014 andissued as U.S. Pat. No. 9,671,358 on 6 Jun. 2017, and is acontinuation-in-part of U.S. application Ser. No. 12/573,141 (“the '141Application”), filed 4 Oct. 2009 and issued as U.S. Pat. No. 9,233,696on 12 Jan. 2016. The '141 Application is a continuation-in-part of U.S.application Ser. No. 11/385,354, filed 20 Mar. 2006 and issued as U.S.Pat. No. 9,733,625 on 15 Aug. 2017.

The'454 Application is a continuation of International Application No.PCT/US13/54284, filed 9 Aug. 2013, which claims priority to U.S.Provisional Application No. 61/681,843, filed 10 Aug. 2012, to U.S.Provisional Application No. 61/729,188, filed 21 Nov. 2012, to U.S.Provisional Application No. 61/860,469, filed 31 Jul. 2013, and to U.S.Provisional Application No. 61/860,496, filed 31 Jul. 2013.

The '569 application is also a continuation-in-part of U.S. patentapplication Ser. No. 15/831,549, filed on 5 Dec. 2017, which claimspriority to U.S. Provisional Application No. 62/469,368, which was filedon 9 Mar. 2017.

The '569 application is also a continuation-in-part of U.S. patentapplication Ser. No. 15/218,529, filed on 25 Jul. 2016.

The '569 application is also a continuation-in-part of the '787Application, filed on 26 Oct. 2015, which claims priority to U.S.Provisional Application No. 62/134,518, which was filed on 17 Mar. 2015.The '787 Application is also a continuation-in-part of the '454Application, filed 15 Jan. 2014 (the “'454 Application”). The '454Application is a continuation of International Application No.PCT/US13/54284, which was filed on 9 Aug. 2013, and claims priority toU.S.

Provisional Application No. 61/681,843, which was filed on 10 Aug. 2012,to U.S. Provisional Application No. 61/729,188, which was filed on 21Nov. 2012, to U.S. Provisional Application No. 61/860,469, which wasfiled on 31 Jul. 2013, and to U.S. Provisional Application No.61/860,496, which was filed on 31 Jul. 2013. The '787 Application isalso a continuation-in-part of U.S. application Ser. No. 12/573,141,filed on Oct. 4, 2009 and issued as U.S. Pat. No. 9,233,696 on 12 Jan.2016, which is a continuation-in-part of U.S. application Ser. No.11/385,354, which was filed on 20 Mar. 2006 and issued as U.S. Pat. No.9,733,625 on 15 Aug. 2017. The '787 Application is also acontinuation-in-part of U.S. application Ser. No. 14/152,159, filed on15 Jan. 2014 and issued as U.S. Pat. No. 9,205,849 on 8 Dec. 2015, whichis a continuation-in-part of U.S. application Ser. No. 13/478,388, whichwas filed on 23 May 2012.

The '569 application is also a continuation-in-part of the '592Application, which claims priority to U.S. Provisional Application No.62/134,518, which was filed on 17 Mar. 2015. The '592 Application isalso a continuation-in-part of the '787 Application, filed 26 Oct. 2015,which claims priority to U.S. Provisional Application No. 62/134,518.The '787 Application is also a continuation-in-part of the '454Application, filed 15 Jan. 2014. The '454 Application is a continuationof International Application No. PCT/US13/54284, which was filed on 9Aug. 2013, and claims priority to U.S. Provisional Application No.61/681,843, which was filed on 10 Aug. 2012, to U.S. ProvisionalApplication No. 61/729,188, which was filed on 21 Nov. 2012, to U.S.Provisional Application No. 61/860,469, which was filed on 31 Jul. 2013,and to U.S. Provisional Application No. 61/860,496, which was filed on31 Jul. 2013. The '787 Application is also a continuation-in-part ofU.S. application Ser. No. 12/573,141, filed on Oct. 4, 2009, which is acontinuation-in-part of U.S. application Ser. No. 11/385,354, which wasfiled on 20 Mar. 2006. The '787 Application is also acontinuation-in-part of U.S. application Ser. No. 14/152,159, filed on15 Jan. 2014, which is a continuation-in-part of U.S. application Ser.No. 13/478,388, which was filed on 23 May 2012.

This application is also a continuation-in-part of U.S. patentapplication Ser. No. 15/061,129 entitled AERIAL CAMERA SYSTEM AND METHODFOR IDENTIFYING ROUTE-RELATED HAZARDS which was filed 4 Mar. 2016.

The entire disclosures of each of these applications is incorporatedherein by reference.

FIELD

Embodiments of the inventive subject matter described herein relate tovehicle consists.

BACKGROUND

Some known vehicle consists include several vehicles that generatetractive effort for propelling the vehicle consists along a route. Forexample, trains may have several locomotives coupled with each otherthat propel the train along a track. The locomotives may communicatewith each other in order to coordinate the tractive efforts and/orbraking efforts provided by the locomotives. As one example, locomotivesmay be provided in a distributed power (DP) arrangement with onelocomotive designated as a lead locomotive and other locomotivesdesignated as remote locomotives. The lead locomotive may direct thetractive and braking efforts provided by the remote locomotives during atrip of the consist.

Some known consists use wireless communication between the locomotivesfor coordinating the tractive and/or braking efforts. For example, alead locomotive can issue commands to the remote locomotives. The remotelocomotives receive the commands and implement the tractive effortsand/or braking efforts directed by the commands. In order to ensure thatthe remote locomotives receive the commands, the lead locomotive mayperiodically re-communicate the commands until all of the remotelocomotives confirm receipt of the commands by communicating aconfirmation message to the lead locomotive.

In order to set up the consists to wirelessly communicate in thismanner, an operator typically travels to and boards each individualremote locomotive in turn. While onboard each remote locomotive, theoperator enters an orientation of the remote locomotive relative to thelead locomotive. This orientation is used to ensure that commandsreceived at the remote locomotive from the lead locomotive are correctlyinterpreted. For example, if the lead and remote locomotives are facingthe same (e.g., common) direction, then a command to move forward at adesignated throttle setting may be implemented by the remote locomotiverotating wheels of the remote locomotive in the same direction as thelead locomotive. But, if the lead and remote locomotives are facingopposite directions, then the command to move forward may not beimplemented by the remote locomotive moving the wheels of the remotelocomotive in the same direction as the lead locomotive. Instead, theremote locomotive may need to rotate the wheels of the remote locomotivein the opposite direction to move the consist forward.

The orientations of the remote locomotives relative to the leadlocomotives may be needed for correct operation of the consist. Usingmanual entry of the orientations, however, is time consuming and proneto human error. Entering an incorrect orientation can cause damage tothe consists, such as when the incorrect orientation of a remotelocomotive results in the lead and remote locomotives attempting to movein opposite directions. This can cause unsafe compression or stretchingof the portion of the consist between the lead and remote locomotives.

BRIEF DESCRIPTION

In one embodiment, a method (e.g., for determining an orientation of avehicle) includes determining (with a sensor assembly disposed onboard afirst vehicle) a direction in which a fluid flows within the firstvehicle that is included in a vehicle consist with a second vehicle, anddetermining an orientation of the first vehicle relative to the secondvehicle based at least in part on the direction in which the fluid flowswithin the first vehicle.

In another embodiment, a system (e.g., a monitoring system) includes asensor assembly and one or more processors. The sensor assembly isconfigured to generate an output representative of a direction in whicha fluid flows within a first vehicle that is included in a vehicleconsist with a second vehicle. The one or more processors are configuredto determine an orientation of the first vehicle relative to the secondvehicle based at least in part on the output generated by the sensorassembly.

In another embodiment, another method (e.g., for determining anorientation of a vehicle) includes identifying a direction of air flowin an air brake pipe of a vehicle consist having a first vehicle and asecond vehicle, and determining an orientation of the first vehiclerelative to the second vehicle in the vehicle consist based at least inpart on the direction of the air flow in the air brake pipe.

In another embodiment, another method includes determining, with asensor assembly disposed onboard a first aerial, a direction in which afluid flows within or through the first aerial vehicle, and determiningan orientation of the first aerial vehicle relative to a second aerialvehicle based at least in part on the direction in which the fluid flowswithin or through the first aerial vehicle.

In another embodiment, another system includes a sensor assembly thatgenerates an output representative of a direction in which a fluid flowswithin a first aerial vehicle that is included in a vehicle consist witha second aerial vehicle. One or more processors determine an orientationof the first aerial vehicle relative to the second aerial vehicle basedat least in part on the output generated by the sensor assembly.

In another embodiment, another method includes identifying a directionof air flow in a propulsion system of a first aerial vehicle of avehicle consist having the first aerial vehicle and a second aerialvehicle, and determining an orientation of the first aerial vehiclerelative to the second aerial vehicle in the vehicle consist based atleast in part on the direction of the air flow in the propulsion systemof the first aerial vehicle. The air is one or more of environmental airthat is directed into the propulsion system of the first aerial vehicleor exhaust air that is directed out of the propulsion system of thefirst aerial vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference is now made briefly to the accompanying drawings, in which:

FIG. 1 is a schematic view of one embodiment of a vehicle consist;

FIG. 2 is a schematic view of another embodiment of the vehicle consistshown in FIG. 1;

FIG. 3 is a schematic diagram of a remote vehicle shown in FIG. 1 inaccordance with one embodiment;

FIG. 4 illustrates a flowchart of a method for determining vehicleorientation according to one embodiment; and

FIG. 5 and FIG. 6 are schematic views of other embodiments.

DETAILED DESCRIPTION

One or more embodiments of the inventive subject matter described hereinprovide methods and systems for determining orientations of vehicles ina vehicle system having two or more vehicles. The vehicle system caninclude a vehicle consist with two or more propulsion-generatingvehicles mechanically coupled with each other to travel together along aroute. At least one of the propulsion-generating vehicles can remotelycontrol operations of one or more other propulsion-generating vehiclesin the vehicle consist. For example, the vehicle consist can include arail vehicle consist having two or more locomotives mechanically coupledwith each other by one or more other locomotives, rail cars, or thelike. Optionally, other types of vehicles can be included in theconsists, such as marine vessels, off-highway vehicles other than railvehicles (e.g., mining vehicles or other vehicles that are not designedor legally permitted to travel on public roadways), —road vehicles suchas automobiles or semi-trailer trucks (e.g., two or more semi-trailertrucks or automobiles communicatively linked to travel along a route,with one of the semi-trailer trucks or automobiles controlling theothers), aerial drones (e.g., two or more aerial drones communicativelylinked for coordinated travel relative to a route; one of the aerialdrones may control the other(s), or they may be controlled separatelybut in coordination) or other aerial vehicles, or the like. An aerialdrone is an aerial vehicle that is unmanned and controlled eitherremotely or automatically by an on-board computer system.

In setting up the vehicles in the vehicle consist to allow for at leastone vehicle (e.g., a lead vehicle) to remotely control operations of oneor more other vehicles in the vehicle consist (e.g., remote vehicles),the orientation of the remote vehicles relative to the lead vehicle maybe determined so that commands send from the lead vehicle to the remotevehicle are correctly implemented. For example, the orientation of aremote vehicle may be input into a control unit of the remote vehicleand/or a lead vehicle so that, when a command signal is received fromthe lead vehicle or communicated from the lead vehicle, the commandsignal is interpreted by the remote vehicle to cause the remote vehicleto act to move in the same direction as the lead vehicle. If the leadand remote vehicle are facing the same direction (e.g., facing a commondirection), then the command signal may be interpreted by the remotevehicle to cause a propulsion system of the remote vehicle to attempt tomove in the same direction as the lead vehicle. With respect to vehicleshaving wheels, this may involve the remote vehicle rotating wheels ofthe remote vehicle in the same rotational direction (e.g., clockwise orcounter-clockwise) as the lead vehicle. But, if the lead and remotevehicles are facing opposite directions, then the command signal may beinterpreted differently to cause the propulsion system of the remotevehicle to attempt to move in the same direction as the lead vehicle.With respect to vehicles having wheels, this may involve the remotevehicle rotating wheels of the remote vehicle in the opposite rotationaldirection as the lead vehicle.

In one embodiment, the vehicle consist may be a distributed power (DP)vehicle consist, with the orientations of the remote vehicles beingdesignated as “short hood forward” (e.g., the remote vehicle is facingforward along a direction of travel) or “long hood forward” (e.g., theremote vehicle is facing rearward away from the direction of travel). Inorder to properly control the direction of the remote vehicles,direction control logic may need to be configured at control units ofthe remote vehicles to represent which direction the remote vehicles arefacing relative to the lead vehicle. In one aspect, the direction of airflow in brake pipes of remote vehicles during initialization of thevehicles for DP operations may be monitored to automatically determineand set the orientation of the remote vehicles in the control unitsbased on the direction of air flow. During an initial release of an airbrake system prior to a brake pipe test (where flow of the air throughthe brake pipe extending through the vehicle consist is examined toensure that the brake pipe is continuous along the length of the vehicleconsist), the lead vehicle feeds air to the vehicle consist (and remotevehicles) via the brake pipe. The direction that the air flows along thebrake pipe and through the vehicles in the vehicle consist comes fromthe direction of the lead vehicle. The remote vehicles can have adirectional air flow sensor installed in the brake pipe to monitor thedirection of air flow in the brake pipe. When the lead vehicle initiatesthe air brake release in preparation for the brake pipe test, the remotevehicles can monitor the direction of air flow in the brake pipe. Thedirection of air flow that is detected in the brake pipe can then beused to define the direction that the remote vehicle is facing. Thisdirection may be used to automatically configure a control unit of theremote vehicle, which uses the direction to implement commands receivedfrom the lead vehicle, as described above.

In another aspect, the direction control logic may be configured todetermining the orientation of a first vehicle (e.g., a first unmannedaerial vehicle, first drone, or the like) based on the direction a fluidflows within or through the first aerial vehicle, wherein the fluid isair moving within or through the first aerial vehicle. The air may beenvironmental air that is directed into the first aerial vehicle, may beexhaust air that is directed out of the first aerial vehicle, or thelike. For example, the air may be directed into a propulsion system ofthe first aerial vehicle, may be exhaust directed out of the propulsionsystem of the first aerial vehicle, may be an alternative fluid that isdirected into and/or out of the first aerial vehicle, or the like. Theorientation may be the direction in which one part (e.g., a front end)of the vehicle is facing, regardless of the direction of travel of thevehicle. For example, a vehicle may have a forward orientation (e.g., afront end of the vehicle is facing a front direction) but the vehiclemay move in a rearward direction (e.g., in a direction towards a rearend of the vehicle), therefore the orientation of the vehicle isseparate from the direction of travel of the vehicle and the orientationis separate from the speed of fluid moving within or through thevehicle.

FIG. 1 is a schematic view of one embodiment of a vehicle consist 100.The illustrated vehicle consist 100 includes propulsion-generatingvehicles 102, 104 and non-propulsion-generating vehicles 106 (e.g.,vehicles 106A-D) mechanically coupled with each other. Thepropulsion-generating vehicles 102, 104 are capable of self-propulsionwhile the non-propulsion-generating vehicles 106 are not capable ofself-propulsion. The propulsion-generating vehicles 102, 104 are shownas locomotives, the non-propulsion-generating vehicles 106 are shown asrail cars, and the vehicle consist 100 is shown as a train in theillustrated embodiment. Alternatively, the vehicles 102, 104 mayrepresent other vehicles, such as automobiles, marine vessels, or thelike, and the vehicle consist 100 can represent a grouping or couplingof these other vehicles. The number and arrangement of the vehicles 102,104, 106 in the vehicle consist 100 are provided as one example and arenot intended as limitations on all embodiments of the inventive subjectmatter described herein.

The vehicles 102, 104 can be arranged in a distributed power (DP)arrangement. For example, the vehicles 102, 104 can include a leadvehicle 102 that issues command messages to the other vehicles 104,which are referred to herein as remote vehicles. The designations “lead”and “remote” are not intended to denote spatial locations of thevehicles 102, 104 in the vehicle consist 100, but instead are used toindicate which vehicle 102, 104 is communicating (e.g., transmitting,broadcasting, or a combination of transmitting and broadcasting)operational command messages and which vehicles 102, 104 are beingremotely controlled using the operational command messages. For example,the lead vehicle 102 may or may not be disposed at the front end of thevehicle consist 100 (e.g., along a direction of travel of the vehicleconsist 100). Additionally, the remote vehicle 104 need not be separatedfrom the lead vehicle 102. For example, the remote vehicle 104 may bedirectly coupled with the lead vehicle 102 or may be separated from thelead vehicle 102 by one or more other remote vehicles 104 and/orvehicles 106.

The operational command messages may include directives that directoperations of the remote vehicle 104. These directives can includepropulsion commands that direct propulsion systems of the remote vehicle104 to move in a designated location, at a designated speed, and/orpower level, brake commands that direct the remote vehicles to applybrakes at a designated level, and/or other commands. The lead vehicle102 issues the command messages to coordinate the tractive effortsand/or braking efforts provided by the vehicles 102, 104 in order topropel the vehicle consist 100 along a route 108, such as a track, road,waterway, or the like.

The vehicle consist 100 includes a fluid conduit 110 extending along alength of the vehicle consist 100. In one embodiment, the fluid conduit110 extends through at least parts of the propulsion-generating vehicles102, 104. The fluid conduit 110 can continuously extend through all ofthe propulsion-generating vehicles 102, 104 in the vehicle consist 100,or through less than all of the propulsion-generating vehicles 102, 104.The fluid conduit 110 can represent a brake pipe, such as an air brakepipe, or another conduit. For example, the fluid conduit 110 can holdair that is stored in the conduit 110 to prevent brake systems(described below) of the vehicles 102, 104 from engaging when thepressure of the air in the conduit 110 is sufficiently large. But, whenthe pressure in the conduit 110 falls below a designated threshold, thebrake systems of the vehicles 102, 104 engage to slow or stop movementof the vehicle consist 100. The fluid (e.g., air or other fluid) may beadded to the conduit 110 by a fluid source 112. The fluid source 112 maybe a pump, reservoir, and/or the like, that supplies the fluid to theconduit 110. The fluid source 112 is shown as being disposed onboard thelead vehicle 102, but optionally may be disposed in another location ofthe vehicle consist 100.

During set up of the vehicles 102, 104 for operation as the vehicleconsist 100, brake systems of the vehicle consist 100 may be tested byreducing the fluid pressure in the conduit 110 to see if the brakesystems onboard the vehicles 102, 104 are engaged. The fluid source 112may then be activated to at least partially fill the conduit 110 withfluid (e.g., air). As the conduit 110 is at least partially filled withfluid, the fluid may flow from the fluid source 112 along the length ofthe conduit 110.

The flow of this fluid in the conduit 110 may be sensed by one or moresensor assemblies 114 in one or more of the remote vehicles 104. Thesensor assembly 114 can detect which direction the fluid is flowing inthe conduit 110 within the remote vehicle 104. Based on this direction,the remote vehicle 104 can determine the orientation of the remotevehicle 104. For example, in the illustrated embodiment, the sensorassembly 114 can detect that the fluid is flowing in the conduit 110 ina direction 116 that points from a front end 118 of the remote vehicle104 toward an opposite, back end 120 of the remote vehicle 104. Acontrol unit (described below) of the remote vehicle 104 can determine,based at least in part on this detected fluid flow, that the front end118 of the remote vehicle 104 is facing the lead vehicle 102 and/or thatthe back end 120 of the remote vehicle 104 is facing away from the leadvehicle 102. The control unit of the remote vehicle 104 may beprogrammed with the orientation of the lead vehicle 102 (e.g., whichdirection the front end and/or back end of the lead vehicle 102 isfacing) so that the control unit can automatically determine theorientation of the remote vehicle 104 relative to the lead vehicle 102based at least in part on the direction of fluid flow in the conduit110. In the illustrated embodiment, the control unit can determine thatthe lead vehicle 102 and the remote vehicle 104 are facing the samedirection.

FIG. 2 is a schematic view of another embodiment of the vehicle consist100. In contrast to the embodiment shown in FIG. 1, the vehicle consist100 in FIG. 2 includes the remote vehicle 104 facing in an oppositedirection (e.g., away from the lead vehicle 102). As the fluid source112 at least partially fills the conduit 110 with fluid, the fluid mayflow from the fluid source 112 along the length of the conduit 110toward the remote vehicle 104.

The flow of the fluid in the conduit 110 is sensed by the sensorassembly 114 in the remote vehicle 104. Based on this direction, theremote vehicle 104 can determine the orientation of the remote vehicle104. In the illustrated embodiment, the sensor assembly 114 can detectthat the fluid is flowing in the conduit 110 in the direction 116 thatnow points from the back end 120 of the remote vehicle 104 toward thefront end 118 of the remote vehicle 104. While the fluid may flow in thesame direction as in the embodiment shown in FIG. 1, because the remotevehicle 104 is facing an opposite direction, the sensor assembly 114 candetermine that the flow of the fluid in the conduit 110 is in anopposite direction in the remote vehicle 104 when compared to theorientation shown in FIG. 1. The control unit of the remote vehicle 104may be programmed with the orientation of the lead vehicle 102 so thatthe control unit can automatically determine that the lead vehicle 102and the remote vehicle 104 are facing opposite directions.

FIG. 3 is a schematic diagram of the remote vehicle 104 shown in FIG. 1in accordance with one embodiment. The vehicle 104 includes a monitoringsystem 300 that determines the orientation of the vehicle 104 relativeto another vehicle 102 (shown in FIG. 1) in the same vehicle consist 100(shown in FIG. 1) based at least in part on the direction of fluid flowin the fluid conduit 110 extending into and/or through the vehicle 104.The monitoring system 300 includes the sensor assembly 114 and a controlunit 302. The control unit 302 can include or represent one or morehardware circuits or circuitry that include, are connected with, or thatboth include and are connected with one or more processors, controllers,or other hardware logic-based devices. The control unit 302 can be usedto control movement of the vehicle 104, such as by receiving commandsignals from the lead vehicle 102 and determining how to control apropulsion system 304 to implement the command signals. For example, thecontrol unit 302 can receive a command signal that instructs the controlunit 302 to move the remote vehicle 104 in a first direction 306 or anopposite, second direction 308. The control unit 302 can refer to anorientation of the remote vehicle 104 that is determined based on thedirection of fluid flow in the conduit 110 (as described above) anddetermine how to control the propulsion system 304 in order to implementthe command signal (e.g., how to cause the remote vehicle 104 to move inthe direction instructed by the command signal).

The propulsion system 304 includes one or more engines, alternators,generators, batteries, transformers, motors (e.g., traction motors),gears, transmissions, axles, or the like, that work to generate movementof the vehicle 104. The propulsion system 304 is controlled by thecontrol unit 302 to move the vehicle 104. In the illustrated embodiment,the propulsion system 304 is operatively connected with wheels 310 ofthe vehicle 104 to rotate the wheels 310 and cause movement of thevehicle 104. Based on the command signal received at the remote vehicle104 and the orientation of the vehicle 104, the control unit 302 candetermine how to instruct the propulsion system 304 to move the vehicle104. For example, if the command signal instructs the vehicle 104 tomove in the direction 306, then the control unit 302 can refer to theorientation of the vehicle 104 that is determined from the fluid flow inthe conduit 110 to determine if the front end 118 is facing toward oraway from the direction 306 (and/or if the back end 120 is facing towardor away from the direction 306). In the illustrated embodiment, thecontrol unit 302 can control the propulsion system 304 to rotate thewheels 310 in a clockwise direction to move the vehicle 104 in thedirection 306. But, if the command signal instructs the vehicle 104 tomove in the direction 308, then the control unit 302 can refer to theorientation of the vehicle 104 to rotate the wheels 310 in acounter-clockwise direction to move the vehicle 104 in the direction308.

The sensor assembly 114 can represent one or more sensors that generateoutput (e.g., one or more data signals) that is communicated to thecontrol unit 302 and that represents the direction in which fluid flowsin the conduit 110. In one aspect, the sensor assembly 114 can representone or more air flow meters, mass flow meters, or the like, that aredisposed inside the conduit 110 to detect a direction of the flow of thefluid in the conduit 110. In another aspect, the sensor assembly 114 canrepresent two or more sensors that measure characteristics of the fluidflowing in the conduit 110 to determine the direction of fluid flow inthe conduit 110. For example, the sensor assembly 114 can include two ormore pressure transducers or other sensors that are sensitive topressure in the conduit 110. These transducers can be spaced apartsufficiently far that, as the fluid flows into the conduit 110, adifference in pressure exists in the conduit 110 between the locationsof the transducers. This pressure differential can be output by thesensor assembly 114 to the control unit 302, and the control unit 302can examine the pressure differential to determine which direction thefluid is flowing in the conduit 110. For example, the measured pressuremay be larger upstream of the direction of fluid flow in the conduit 110than downstream of the direction of fluid flow.

In another embodiment, the sensor assembly 114 represents one or moresensors disposed on the outside (e.g., exterior surface) of the conduit110. These sensors can monitor one or more characteristics of theconduit 110, and changes in the one or more characteristics can beexamined by the control unit 302 to determine which direction the fluidis flowing in the conduit 110. In one aspect, the one or morecharacteristics can include strain of the conduit 110. The strain of theconduit 110 can increase as the fluid is filling the conduit 110. If thestrain is larger in one section of the conduit 110 than another, thenthe location of the larger strain relative to the location of thesmaller strain (e.g., as measured by different sensors, such as straingauges) can indicate the direction in which the fluid is flowing (e.g.,flowing from the location of larger strain to the location of smallerstrain).

In another aspect, the one or more characteristics can includetemperatures of the conduit 110. The temperature of the conduit 110 canchange as the fluid is filling the conduit 110 and can be monitored bythe sensor assembly 114 (which can include thermocouples or othertemperature-sensitive devices). Changes in the temperature can becompared with directions in which the fluid is flowing in the conduit110, and these changes and corresponding fluid flow directions can bestored in the control unit 302 (or a memory that is accessible to thecontrol unit 302). The control unit 302 can monitor the temperaturechanges detected by the sensor assembly 114 and determine whichdirection the fluid is flowing in the conduit 110 from the temperaturechanges.

In another aspect, the one or more characteristics can include sounds ofthe conduit 110. The flow of fluid in the conduit 110 can generateaudible sounds that are detected by the sensor assembly 114 (which caninclude microphones or other devices that are sensitive to sound).Sounds generated by the flow of fluid in the conduit 110 can bepreviously examined, and these sounds and corresponding fluid flowdirections can be stored in the control unit 302 (or a memory that isaccessible to the control unit 302). The control unit 302 can monitorthe sounds detected by the sensor assembly 114 and determine whichdirection the fluid is flowing in the conduit 110 from the sounds.

The vehicle 104 also includes one or more input and/or output devices312 (“I/O device” in FIG. 3). The control unit 302 can receive manualinput from an operator of the vehicle 104 through the I/O device 312,which may include a touchscreen, keyboard, electronic mouse, microphone,or the like. For example, the control unit 302 can receive manuallyinput changes to the tractive effort, braking effort, speed, poweroutput, and the like, from the I/O device 312. The control unit 302 canpresent information to the operator using the I/O device 312, which caninclude a display screen (e.g., touchscreen or other screen), speakers,printer, or the like.

The control unit 302 can automatically input the orientation of thevehicle 104 relative to the lead vehicle 102 without operatorintervention in one embodiment. For example, based on the direction offluid flow in the conduit 110, the control unit 302 can determine theorientation of the vehicle 104 and use this orientation to determine howto implement command messages received from the lead vehicle 102 withoutoperator intervention. Alternatively, the control unit 302 can determinethe orientation of the vehicle 104 based on the direction of fluid flowand communicate the orientation to an onboard operator via the I/Odevice 312 and/or to an operator disposed onboard the lead vehicle 102for confirmation of the orientation by the operator.

The control unit 302 is operatively connected with a brake system 314 ofthe vehicle 104. The brake system 314 can include and/or be fluidlycoupled with the conduit 110. As described above, changes in the fluidpressure in the conduit 110 can engage or disengage the brake system314. The control unit 302 also is operatively connected with acommunication unit 316. The communication unit 316 includes orrepresents hardware and/or software that is used to communicate withother vehicles 102 in the vehicle consist 100. For example, thecommunication unit 316 may include an antenna 318, a transceiver, and/orassociated circuitry for wirelessly communicating (e.g., communicatingand/or receiving) command messages described above.

FIG. 4 illustrates a flowchart of a method 400 for determining vehicleorientation according to one embodiment. The method 400 can be performedby the monitoring system 300 shown in FIG. 3. At 402, a direction offluid flowing in the conduit 110 (shown in FIG. 1) of the vehicleconsist 100 (shown in FIG. 1) is determined. As described above, thedirection of fluid flow can be measured in a location that is onboardthe remote vehicle 104 (shown in FIG. 1). Optionally, the direction ofthe fluid flow can be determined before the vehicle consist 100 leavesto travel along the route 108 (shown in FIG. 1). For example, thedirection of the fluid flow can be determined while the vehicle consist100 is stationary. At 404, the orientation of the remote vehicle 104relative to another vehicle (e.g., the lead vehicle 102) is determinedbased at least in part on the direction of fluid flow. For example, theorientation can be determined as facing the same or opposite directionas the lead vehicle 102.

As described above, this orientation can be used to determine how toimplement command messages received by the lead vehicle 102 to preventthe remote vehicle 104 from working in an attempt to move the remotevehicle 104 in an opposite direction as the lead vehicle 102. Instead,the orientation can be used to ensure that the remote vehicle 104 worksto move the remote vehicle 104 in the same direction as the lead vehicle102. In one embodiment, the vehicles 102, 104 may be communicativelylinked with each other to allow the lead vehicle 102 to remotely controlmovement of the remote vehicle 104. The vehicles 102, 104 may becommunicatively linked with each other using the orientation that isdetermined. For example, the vehicle 104 may not accept command messagesfrom the vehicle 102 until the orientation of the vehicle 104 isdetermined.

In embodiments, with reference to FIGS. 5 and 6, such as in regards toconsists 500, 600 of aerial vehicles 602, 604, 606 or on-road vehicles502, 504 (e.g., multiple automobiles or semi-trailer trucks),respectively, directions of fluid flow may be determined relative to afluid conduit that is self-contained to an individual one or thevehicles. Examples of such conduits include air brake pipes or otherbrake pipes, fuel delivery lines, or conduits that are speciallyprovided for purposes of detecting fluid flow direction. A respectivedirection of fluid flow is determined in each vehicle in a consist, andthis information is used to determine orientation of the vehiclesrelative to one another. For example, fluid flow direction may correlateto vehicle heading/direction, and orientation can be determined based ontwo vehicles' headings/directions relative to one another. The vehiclesin the consists may be configured for coordinated control, such asthrough wireless/RF links 506, 608 (e.g., implemented using RFtransceivers and antennas); in embodiments, this includes one vehiclecontrolling other vehicles in the consist, and/or vehicles in theconsist being configured to travel relative to a route 508, 610 based onhow a designated or lead vehicle travels along the route.

In one embodiment, the sensor assembly may determine a direction inwhich fluid flows within or through the first aerial vehicle 602. Thefluid may be environmental air that is directed into the first aerialvehicle, exhaust air that is directed out of the first aerial vehicle,or any combination therein. An orientation of the first aerial vehicle602 relative to a second aerial vehicle 604 is determined based at leastin part on the direction in which the fluid flows within or through thefirst aerial vehicle.

In one or more embodiments, the orientation is not just a vector basedon speed and direction of the movement of air within or through theaerial vehicle. For example, the first aerial vehicle may have anorientation that is separate from the speed and/or direction of themovement of air within the aerial vehicle. The first aerial vehicle mayhave a front end that is facing a forward direction, such that the firstaerial vehicle has a forward-facing orientation. However, the firstaerial vehicle may move in a reverse direction, such that the firstaerial vehicle has an orientation that is forward-facing, but the speedof the air moving through the first aerial vehicle and the direction ofmovement of air through or within the first aerial vehicle is in adifferent direction than the orientation of the first aerial vehicle.For example, the orientation of the first aerial vehicle is thedirection in which one part (e.g., the front end) of the vehicle isfacing, regardless of the direction of travel of the first aerialvehicle.

In one embodiment, a method (e.g., for determining an orientation of avehicle) includes determining (with a sensor assembly disposed onboard afirst vehicle that is included in a vehicle consist with a secondvehicle) a direction in which a fluid flows within the first vehicle,and determining an orientation of the first vehicle relative to thesecond vehicle based at least in part on the direction in which thefluid flows within the first vehicle.

In one aspect, the fluid is in a brake system of the first vehicle.

In one aspect, determining the direction in which the fluid flows withinthe first vehicle occurs prior to the vehicle consist moving.

In one aspect, the orientation of the first vehicle represents whetherthe first vehicle and the second vehicle are facing a common directionor opposite directions.

In one aspect, the vehicle consist includes an air brake system thatextends into the first vehicle and the second vehicle. Determining thedirection in which the fluid flows can include determining the directionin which the fluid flows in the air brake system from the second vehicleto the first vehicle.

In one aspect, the method also includes communicatively linking thefirst vehicle with the second vehicle using the orientation that isdetermined so that the second vehicle can remotely control operation ofthe first vehicle.

In one aspect, determining the direction in which the fluid flowsincludes monitoring flow of the fluid using a sensor assembly that isdisposed inside a brake pipe of the first vehicle.

In one aspect, determining the direction in which the fluid flowsincludes measuring one or more characteristics of a brake pipe of thefirst vehicle in a location that is external to the brake pipe andmonitoring a change in the one or more characteristics of the brakepipe. The direction in which the fluid flows can be based at least inpart on the change in the one or more characteristics of the brake pipe.

In one aspect, the one or more characteristics include at least one ofstrain, temperature, or sound.

In another embodiment, a system (e.g., a monitoring system) includes asensor assembly and one or more processors. The sensor assembly isconfigured to generate an output representative of a direction in whicha fluid flows within a first vehicle that is included in a vehicleconsist with a second vehicle. The one or more processors are configuredto determine an orientation of the first vehicle relative to the secondvehicle based at least in part on the output generated by the sensorassembly.

In one aspect, the fluid is in a brake system of the first vehicle.

In one aspect, the one or more processors are configured to determinethe direction in which the fluid flows within the first vehicle prior tothe vehicle consist moving.

In one aspect, the one or more processors are configured to determinethe orientation of the first vehicle as an indication of whether thefirst vehicle and the second vehicle are facing a common direction oropposite directions.

In one aspect, the vehicle consist includes an air brake system thatextends into the first vehicle and the second vehicle. The one or moreprocessors can be configured to determine the direction in which thefluid flows in the air brake system from the second vehicle to the firstvehicle based on the output generated by the sensor assembly.

In one aspect, the one or more processors are configured tocommunicatively link the first vehicle with the second vehicle using theorientation that is determined so that the second vehicle can remotelycontrol operation of the first vehicle.

In one aspect, the sensor assembly is configured to be disposed inside abrake pipe of the first vehicle and to generate the output based atleast in part on the direction in which the fluid flows in the brakepipe.

In one aspect, the sensor assembly is configured to generate the outputby measuring one or more characteristics of a brake pipe of the firstvehicle in a location that is external to the brake pipe. The one ormore processors can be configured to monitor the output generated by thesensor assembly for a change in the one or more characteristics of thebrake pipe, wherein the one or more processors are configured todetermine the direction in which the fluid flows based at least in parton the change in the one or more characteristics of the brake pipe.

In one aspect, the one or more characteristics include at least one ofstrain, temperature, or sound.

In another embodiment, another method (e.g., for determining anorientation of a vehicle) includes identifying a direction of air flowin an air brake pipe of a vehicle consist having a first vehicle and asecond vehicle, and determining an orientation of the first vehiclerelative to the second vehicle in the vehicle consist based at least inpart on the direction of the air flow in the air brake pipe.

In one aspect, identifying the direction of air flow occurs onboard thefirst vehicle.

In another embodiment, a method comprises determining, with a sensorassembly disposed onboard a first vehicle that is included in a vehicleconsist with a second vehicle, a direction in which a fluid flows withinthe first vehicle. The method further comprises determining anorientation of the first vehicle relative to the second vehicle based atleast in part on the direction in which the fluid flows within the firstvehicle. The first vehicle includes a first end, a distal second end, afirst coupler located at the first end of the first vehicle andconfigured for selective coupling of the first vehicle to the secondvehicle, and a second coupler located at the second end of the firstvehicle and configured for selective coupling of the first vehicle tothe second vehicle. (Selective coupling means the first and second endsof a vehicle are configured to be coupled to either of the first andsecond ends of another vehicle.) The second vehicle includes a firstend, a distal second end, a third coupler located at the first end ofthe second vehicle and configured for selective coupling of the secondvehicle to the first vehicle, and a fourth coupler located at the secondend of the second vehicle and configured for selective coupling of thesecond vehicle to the first vehicle.

The vehicle consist is operational for movement along a common directionof a route (e.g., along rails if the vehicle consist is a train or otherrail vehicle consist) both when the first end of the second vehicle iscoupled to the second end of the first vehicle such that the first endof the first vehicle and the first end of the second vehicle are facingin the common direction, and when the second end of the second vehicleis coupled to the second end of the first vehicle such that the firstend of the first vehicle is facing in the common direction and the firstend of the second vehicle is facing opposite the common direction. Theorientation of the first vehicle that is determined relative to thesecond vehicle is whether the first end of the first vehicle and thefirst end of the second vehicle are facing in the common direction orwhether the first end of the first vehicle is facing in the commondirection and the first end of the second vehicle is facing opposite thecommon direction. That is, in instances where the orientation is unknown(e.g., unknown to a processor-based system configured to carry out themethod), it is determined that the first end of the first vehicle andthe first end of the second vehicle are facing in the common direction,when in actuality they are facing in the common direction, and it isdetermined that the first end of the first vehicle is facing in thecommon direction and the first end of the second vehicle is facingopposite the common direction, when in actuality that is the case. Thefluid may be a brake system fluid, and in embodiments, the orientationis determined when the vehicles are not moving, e.g., are not moving yetbut a control sequence has been initiated for the vehicles to commencemoving at a future point in time.

In one or more embodiments, an assignment system and method candetermine time-varying risk profiles for each vehicle (e.g., aerialvehicles such as drones or other aircraft) of several vehicle systemstraveling within a monitored transportation system. The monitoredtransportation system can be a portion or the entirety of a network ofinterconnected routes, such as interconnected roads, tracks, waterways,etc., that is monitored by sensors so that operators can remotelycontrol movement of vehicle systems on the routes. The risk profiles canquantify the amount of risk involved in remotely controlling a vehicle.There can be greater risk (and, a larger numerical value assigned forthe risk profile) in a vehicle carrying hazardous cargo, a vehicletraveling through a congested area, a vehicle traveling throughhazardous weather conditions, or the like, relative to other vehiclesystems. The risk may change with respect to time, so the risk profileof a vehicle can change with respect to time. The risk may be estimatedbased on forecasted or predicted conditions (e.g., weather conditions,traffic conditions, etc.).

The assignment system can communicate with the remote-control machines106 and/or the vehicle systems via the network or networks.Alternatively, the assignment system can be formed as part of or sharedwith one or more of the remote-control machines. The assignment systemoperates to determine time-variable risk profiles for each of severalseparate vehicle systems. The time-variable risk profiles represent oneor more risks to travel of the separate vehicle systems during trips ofthe separate vehicle systems that change with respect to time during thetrip to the vehicle systems.

In one or more embodiments, one or more of the aerial vehicles of avehicle consist may include an antenna that might be used, for example,for remote sensing with unmanned aerial vehicle technology. The antennacan include a radiating patch layer, an aperture layer, a firstinsulator layer sandwiched between the radiating patch layer and theaperture layer, a feed line, and a second insulator layer sandwichedbetween the feed line and the aperture layer. The aperture layer is madeof a conductive material (e.g., metal), which defines an aperture. Theantenna also includes a ground plane layer and a third insulator layer.The third insulator layer is sandwiched between the feed line and theground plane layer. Like the first insulator layer, the third insulatorlayer also has a low dielectric constant, which may be the same as ordifferent from the low dielectric constant of the first insulator layer(i.e., the first and third insulator materials may be the same material,or different materials that both have respective low dielectricconstants). The antenna also includes a radome covering at least theradiating patch layer.

In one or more embodiments, the aerial vehicle can include video unitsfor capturing and communicating video data in a transportation system ornetwork. For example, the camera may be connected or otherwise disposedonboard an aerial device (e.g., a drone, helicopter, or airplane) toallow the camera unit to fly. The aerial device can fly above the routeahead of a non-aerial vehicle and communicate image data back to thenon-aerial vehicle. The non-aerial vehicle includes a vehicle that isrestricted to propelling itself along non-airborne routes, such as railvehicles, other off-highway vehicles (e.g., mining vehicles or otherground-based vehicles that are not designed and/or not legally permittedto travel on public roadways), marine vessels, automobiles, or the like.This image data can include still images (e.g., snapshots), videos(e.g., data that shows movement), or a combination thereof. The imagedata can provide an operator of the non-aerial vehicle a view of theroute well in advance of the arrival of the non-aerial vehicle. For veryhigh speed non-aerial vehicles, the stopping distance may be beyond thevisibility provided from the vantage of the non-aerial vehicle. The viewfrom the aerial device, then, may extend or supplement that visiblerange. In addition, the camera itself may be repositionable and may havethe ability to pan left, right, up and down, as well as the ability tozoom in and out.

In one or more embodiments, a camera may be connected or otherwisedisposed onboard an aerial device (e.g., a drone, helicopter, orairplane) to allow the camera unit to fly, the camera unit may beconnected with or otherwise disposed onboard another ground or aquaticmobile system (e.g., a robot or remote control vehicle) to allow therobot and camera to move relative to the vehicle, or the like. In oneembodiment, the camera supporting object is a first ground vehiclecapable of at least one of remote control or autonomous movementrelative to a second ground vehicle along a route for the secondvehicle. The first ground vehicle is intended to travel along the routeahead of the second vehicle and to transmit the image data back to thesecond ground vehicle. This may provide an operator of the secondvehicle a view of the route well in advance of the arrival of the secondvehicle. For very high speed second vehicles, the stopping distance maybe beyond the visibility provided from the vantage of the secondvehicle. The view from the first vehicle, then, may extend or supplementthat visible range. In addition, the camera itself may be repositionableand may have the ability to pan left, right, up and down, as well as theability to zoom in and out.

In another embodiment, the camera system can include a camera supportingobject, such as a retractable mast, configured for attachment to thevehicle, such as the aerial vehicle. The retractable mast has one ormore mast segments deployable from a first position relative to thevehicle to a second position relative to the vehicle, the secondposition being higher relative to the ground than the first position.The mast includes a coupler attached to at least one of the mastsegments. The coupler allows for detachable coupling of the portablecamera unit to at least one of the mast segments. When the portablecamera unit is coupled to the retractable mast by way of the coupler andthe retractable mast is deployed to the second position, the portablecamera unit is positioned above the vehicle, for inspecting the roof ofthe vehicle, other vehicle units in a consist, the environs of thevehicle, or the like.

The camera system can also include control unit that, responsive to atleast one of a location of the portable camera unit or a control input,controls at least one of the portable camera unit or the transportationsystem receiver to a first mode of operation for at least one of storingor displaying the video data on board the rail vehicle and to a secondmode of operation for communicating the video data off board the railvehicle for at least one of storage or display of the video data offboard the rail vehicle. For example, the control unit may be configuredto automatically control said at least one of the portable camera unitor the transportation system receiver from the first mode of operationto the second mode of operation responsive to the location of theportable camera unit being indicative of the rail vehicle being in ayard.

In one embodiment, a system (e.g., a camera system) includes a camera,at least one of a data storage device and/or a communication device, acamera supporting object, a locator device, and a control unit. Thecamera can be configured to capture at least image data. The datastorage device can be electrically coupled to the camera and configuredto store the image data. The communication device can be electricallycoupled to the camera and configured to communicate the image data to asystem receiver. The camera supporting object can be coupled to thecamera. The locator device can be configured to detect a location of thecamera supporting object. The control unit can be configured tocommunicate with the system receiver and the locator device, and tocontrol the camera based at least in part on the location of the camerasupporting object.

In one or more embodiments, an onboard system may be provided onboardthe first and/or second aerial vehicle that is configured to controlmovement of the aerial vehicle a route relative to another aerialvehicle ahead along the same route that is moving in the same direction.For example, the onboard system paces the vehicle system based on anacceleration capability of the vehicle ahead such that the vehiclesystem does not travel within a designated range of the vehicle ahead,which would require the vehicle system to stop or at least slow toincrease the distance between the vehicles. Such pacing increases theoverall throughput and efficiency by avoiding delays that occur as aresult of the trailing vehicle system traveling too closely to thevehicle ahead, which mandates that the trailing vehicle system slow to astop or a low non-zero speed for a period of time before being allowedto accelerate up to a desired speed again. The stops and/or reducedspeeds of the trailing vehicle system increase the travel time of thetrailing vehicle system along the route and decrease the travelefficiency (e.g., increased fuel consumption, increased noise andexhaust emissions, etc.).

In one or more embodiments, a trip planning controller is configured toset or designate a permitted power output per weight (PO/W) limit for atrailing vehicle system (e.g., a second aerial vehicle, second aerialdrone, or the like) that is less than the maximum achievable poweroutput per weight (that is achievable based at least in part on thehardware of the vehicle system). The trailing vehicle system crosses aproximity threshold when the trailing distance is less than the firstproximity distance relative to the leading vehicle system (e.g., a firstaerial vehicle, a first aerial drone). Thus, if the maximum achievablepower output of the trailing vehicle system is 12,000 horsepower, thepermitted power output per weight limit may restrict the trailingvehicle system to generate no more than 8,000 horsepower. The permittedpower output per weight limit may be enforced or implemented by limitingthe throttle settings used to control the movement of the vehicle systemalong the route. For example, because the top throttle setting isassociated with the maximum achievable power output, the permitted poweroutput per weight limit may restrict (e.g., prevent) the use of at leastthe top throttle setting, and potentially multiple throttle settings atthe top range of the available throttle settings.

In one or more embodiments, a permitted PO/W limit is set for thesegment of the route based, at least in part, on the maximum achievablePO/W of one or more of the aerial vehicle systems scheduled to travel onthe segment of the route. The permitted PO/W limit is less than themaximum achievable PO/W of at least some of the aerial vehicle systems.Optionally, setting the permitted PO/W limit may include ranking themaximum achievable PO/W of the aerial vehicle systems in order fromlowest to highest in a distribution, and using the particular maximumachievable PO/W in the distribution that is closest to a pre-selectedpercentile as the permitted PO/W limit. Optionally, setting thepermitted PO/W limit may include determining the lowest maximumachievable PO/W out of the vehicle systems scheduled to travel along thesegment of the route in a common direction of travel during thepredetermined time period, and using that lowest maximum achievable PO/Was the permitted PO/W limit. Optionally, setting the permitted PO/Wlimit may include calculating an average or median of the maximumachievable PO/W of each of the aerial vehicle systems scheduled totravel along the segment of the route during the predetermined timeperiod.

In another embodiment, each of first and second aerial vehicle systemsmay travel along different segments of a route at different poweroutputs depending on route characteristics and other factors, such thatthe vehicle systems may often provide a current power output that isless than the respective upper power output limit. For example, thetrailing vehicle system (e.g., a second aerial vehicle) may have anupper power output limit of 12,000 horsepower, but generates less than12,000 horsepower along various segments of the route according to thetrip plan. The trip plan designates throttle and brake settings of thevehicle system during the trip based on time or location along theroute. The throttle settings may be notch settings. In one embodiment,the throttle settings include eight notch settings, where Notch 1 is thelow throttle setting and Notch 8 is the top throttle setting. Notch 8corresponds to the upper power output limit, which is 12,000 horsepowerin one embodiment. Thus, when the vehicle system 200 operates at Notch8, the vehicle system provides a power output at the upper power outputlimit (which is associated with the HPT of the vehicle system 200).During a trip, the trip plan may designate the vehicle system to travelat Notch 5 along a first segment of the route, at Notch 7 along a secondsegment of the route, and at Notch 8 along a third segment of the route.As such, the vehicle system is controlled to generate a power outputthat varies over time and/or distance along the route. The generatedpower output may be equal to the upper power output limit at somelocations (e.g., along the third segment of the route) and lower thanthe upper power output limit at other locations (e.g., along the firstand second segments).

In an embodiment, first and second robotic machines, such as first andsecond aerial robotic machines, may coordinate performance of respectivesequences of sub-tasks to accomplish an assigned task. Thus, theperformance of the first sequence of sub-tasks by the first roboticmachine may be coordinated with the performance of the second sequenceof sub-tasks by the second robotic machine. In an embodiment, the firstand second robotic machines coordinate by communicating directly witheach other during the performances of the sub-tasks. The first roboticmachine provides a status notification to the second robotic machine.The status notification may be a message communicated wirelessly aselectromagnetic RF signals from the communication circuit of the firstrobotic machine to the communication circuit of the second roboticmachine. The second robotic machine receives the status notification.The status notification may inform the second robotic machine that thefirst robotic machine has started or completed a specific sub-task inthe first sequence. The second robotic machine processes the receivedstatus notification and may use the status notification to determinewhen to start performing certain sub-tasks in the second sequence. Forexample, at least some of the sub-tasks in the first and secondsequences may be sequential, such that the second robotic machine maybegin performance of a corresponding sub-task in the second sequenceresponsive to receiving the notification from the first robotic machinethat the first robotic machine has completed a specific sub-task in thefirst sequence. Other sub-tasks in the first and second sequences may beperformed concurrently by the first and second robotic machines, suchthat the time period that the first robotic machine performs a givensub-task in the first sequence at least partially overlaps the timeperiod that the second robotic machine performs a given sub-task in thesecond sequence. For example, both robotic machines may concurrentlymove towards the equipment. In another example, the first roboticmachine may extend a robotic arm towards the target object of theequipment concurrently with the second robotic machine lifting the firstrobotic machine. Coordinated and concurrent actions by the roboticmachines may enhance the efficiency of the performance of the assignedtask on the equipment.

In one or more embodiments, robotic machines, such as first and secondaerial drones or vehicles, may be configured to perform additional ordifferent tasks other than brake bleeding. For example, the roboticmachines may be assigned the task of setting and/or releasing the handbrakes of one or both vehicles. The hand brakes may be set as a back-upto the air brakes. When the vehicle system is stopped, human operatorsmay decide to set the hand brakes on only some of the vehicles, such asthe hand brakes on every fourth vehicle along the length of the vehiclesystem. One assigned task may be to release the hand brakes on thevehicles to allow the vehicle system to move along the route. In anembodiment, the aerial robotic machine may fly along the vehicle systemto detect which vehicles have hand brakes that need to be released. Theaerial robotic machine may inspect the hand brakes along the vehiclesand/or the positions of the brake wheels to determine which vehiclesneed to have the hand brakes released. For example, the aerial roboticmachine may determine that the hand brakes of the second vehicle 54 needto be released, but the hand brakes 124 of the first vehicle are notset. The aerial robotic machine notifies the grasping robotic machine toactuate the brake wheel of the second vehicle, but not the brake wheelof the first vehicle. The aerial robotic machine may also provide otherinformation to a grasping robotic machine, such as the type and locationof obstacles detected in the path of the grasping robotic machine.

In another embodiment, a system for in-motion modification of anautonomously-operated inspection platform (AIP) motion plan can includean AIP having a control processor in communication with a motion controlsubsystem, a data collection subsystem, an analytic subsystem, and amemory unit that includes executable instructions that cause the controlprocessor to perform a method. The AIP may be a robot, an unmannedaerial vehicle, a drone, or the like, capable to perform in-motionadaptation to modify its data collection motion plan. The method caninclude receiving an initial motion plan including a series of waypointsdefining an initial path, autonomously controlling movement of the AIPalong the initial path, obtaining sensor data for areas of interest ofan industrial asset, analyzing the sensor data and determining if theinitial motion plans requires additional waypoints.

In one or more embodiments, an asset inspection system can includerobots, such as unmanned aerial vehicles or drones, that collectinspection data related to an asset. A data streaming server receivesinspection data from the robots and transmits subscriber-specificinspection data to a subscriber. The data streaming server dispatches anincoming inspection data feed to plural channels, synchronizes thedispatch of the incoming inspection data feed based on distributionstreams, processes the channels to generate the distribution streams,and distributes the distribution streams to the respective subscribers.

In another embodiment, an asset inspection system can include a robot,such as an unmanned aerial vehicle or a drone, and a server that canreceive a request for data including an algorithm from the robot, locaterequested data in a database, encrypt the requested data, and transmitthe requested data to the robot. The robot collects inspection datacorresponding to an asset based on the requested data and transmits thecollected inspection data to the server.

In one or more embodiments, a computing system can include a storage tostore regions of interest with respect to a virtual asset displayed invirtual space and three-dimensional positions of each region ofinterest. A processor generates a travel path for an unmanned robot,such as an unmanned aerial vehicle or a drone, about a physical assetcorresponding to the virtual asset, and generates a virtual 3D travelpath with respect to the virtual asset based on the 3D positions of theregions of interest. An output outputs a robotic inspection plan thatincludes the generated physical travel path about the physical asset forthe unmanned robot, aerial vehicle, drone, or the like.

In one or more embodiments, a robotic system, such as an unmanned aerialvehicle or drone system, can include a storage that stores athree-dimensional model of a travel path with respect to a virtual assetthat is created in virtual space. A processor can convert the virtuallycreated 3D model of the travel path into a physical travel path about aphysical asset, autonomously control the vertical and/or lateralmovement of the unmanned robot (e.g., aerial vehicle or drone) in threedimensions with respect to the physical asset based on the physicaltravel path, and capture data at different regions of interest. Thestorage stores information concerning the captured data about the asset.

In another embodiment, a robotic system, such as an unmanned aerialvehicle system or drone system that includes a drone, can monitor anasset. A robot, such as an aerial vehicle or a drone, can include asensor that detects characteristics of an asset and include an effectorcapable of performing a repair or maintenance operation on the asset. Aprocessing system receives sensor data indicating a characteristic ofthe asset from the sensor of the robot, detects an existing or imminentdefect of the asset, and performs a corrective action that corrects thedefect.

In one or more embodiments a robot system can monitor the health of anasset. The system may include a robot, such as an unmanned aerialvehicle or a drone, that includes a sensor for detecting characteristicsof the asset and an effector that performs a repair or maintenanceoperation on the asset. A processing system receives sensor data fromthe sensor indicating a characteristic of the asset; generates, updates,or maintains a digital representation that models the characteristics ofthe asset; detects a defect of the asset based on the characteristic;and generates an output signal conveying instructions to provide arecommendation to an operator, to control the robot or drone to addressthe defect on the asset, or both, based on the defect and the digitalrepresentation of the asset.

In another embodiment, a robotic system can monitor an asset. The systemcan include a robot, such as an unmanned aerial vehicle or a drone,having a sensor that detects characteristics of an asset and an effectorthat performs repairs or maintenance on the asset. A processor systemgenerates a plan to monitor the asset that includes tasks to beperformed by the robot, receives sensor data from the sensor indicatingthe characteristic of the asset, and adjusts the plan to monitor theasset by adjusting or adding tasks to the plan based on the quality ofthe acquired data and/or a potential defect of the asset. The adjustedplan can cause the robot to acquire additional data related to theasset.

In one or more embodiments, a drone may include an inspection systemhaving the primary purpose of inspecting a route. Where the routeparameters are collected by a drone, the drone can obtain images of theroute using one or more of visible light video, infrared, LightDetection and Ranging (Lidar), ultrasound, and radar. Suitable dronescan include an aerial drone or a surface vehicle. If the drone is asurface vehicle drone it may be autonomous or semi-autonomous as ittravels over the segment of the route. Other suitable surface drones maybe remotely piloted. A combination of discrete information sources(geographically discrete and temporally discrete) with continuousmonitoring by an on-board rail health monitor, an off-board rail healthmonitor, an aerial vehicle such as a drone, and/or broken rail detectorallows for the controller in the locomotive to provide real time controlover the speed and operation of the train. In one embodiment,information from a wayside detector can inform a locomotive that thereis a problem or potential problem with a wheel and/or combo. Thelocomotive may then switch operating modes based on that information.One potential operating mode involves slowing or stopping the train.Another potential operating mode involves monitoring the train set forindications that the wheel and/or combo are exhibiting the problem. Forexample, if a wayside detector indicates that there is a hot axle, thelocomotive can monitor the train for increased drag. If an axle seizesup, the increased resistance (or increased coupler force if there is acoupler sensor) can be detected as increased drag and an on-board therail car sensor can alert the locomotive controller. The controller canthen implement a determined action in response to detecting theincreased drag.

In one or more embodiments, a sensor package (e.g., a video/IR camera,microphone, accelerometer, radiation detector, LIDAR), for capturing andcommunicating data, may be connected or otherwise disposed onboard amobile platform (e.g., a driverless or remotely controlled automobile,drone, marine vessel, helicopter, or airplane) to allow the sensorpackage unit to move. The transportation system or network can includeinterconnected routes (e.g., tracks, roads, waterways, or other paths),wayside devices, and/or other components, such as bridges, tunnels,gates, etc. An aerial unmanned vehicle (also referred to as a drone) maybe used as an example of the mobile platform, which, in this example,may have a video camera supported on the drone. The drone can move alonga route ahead of a non-aerial transport vehicle and can communicateimage data back to the non-aerial vehicle. Suitable examples ofnon-aerial vehicles include a vehicle that is restricted to propellingitself along non-airborne routes, such as rail vehicles, otheroff-highway vehicles (e.g., mining vehicles or other ground-basedvehicles that are not designed and/or not normally permitted to travelon public roadways), marine vessels, agricultural equipment,automobiles, and the like.

In another embodiment, a system includes route examination equipment anda controller. The route examination equipment can obtain a routeparameter indicative of a condition of a route over which a vehiclesystem travels. The controller receives the route parameter, andexamines the route parameter to determine the condition of the route.The controller controls at least one operational aspect of the vehiclesystem in response to the determined condition of the route. The routeexamination equipment can include one or both of a stationary waysideunit and a mobile route inspection unit. Suitable stationary waysideunits may include one or more of a video (visible light) sensor unit, aninfrared sensor unit, and an electrical current sensor. The electricalcurrent sensor can determine if an electrical break or an electricalshort has occurred in a monitored segment of the route. Suitable mobileroute inspection units may include one or more of a drone or unmannedvehicle, an inspection system secured to the vehicle system at ittravels over a segment of the route, or an inspection system mounted onan inspection vehicle having the primary purpose of inspecting theroute. A primarily purposed inspection vehicle may include a Hi-Railvehicle (with respect to rail usage) having gel-filled ultrasoundwheels. A mounted inspection system may be secured to (again, withreference to rail usage) the locomotive and/or one or more of the railcars. For on-road vehicles, the mounted inspection system can be securedto automobiles, tractor-trailers, busses, and the like.

In one or more embodiments, the controller is configured to obtain oneor more of a route parameter or a vehicle parameter from discreteexaminations of one or more of a route or a vehicle system. The routeparameter is indicative of a health of the route over which the vehiclesystem travels. The vehicle parameter is indicative of a health of thevehicle system. The discrete examinations of the one or more of theroute or the vehicle system are separated from each other by one or moreof location or time. The controller is configured to examine the one ormore of the route parameter or the vehicle parameter to determinewhether the one or more of the route or the vehicle system is damaged.The examination equipment is configured to continually monitor the oneor more of the route or the vehicle system responsive to determiningthat the one or more of the route or the vehicle is damaged. The systemcan complement, correlate with, and/or fill in monitoring or examinationgaps of the discrete examinations collected by the controller.

In one or more embodiments, where the route parameters are collected bya drone, the drone can obtain images of the route using one or more ofvisible light video, infrared, Light Detection and Ranging (Lidar),ultrasound, and radar. Suitable drones can include an aerial drone or asurface vehicle. If the drone is a surface vehicle drone it may beautonomous or semi-autonomous as it travels over the segment of theroute. Other suitable surface drones may be remotely piloted.

In one or more embodiments, a camera may be disposed on an off-boarddevice, such as an aerial vehicle, that is remotely located from anon-aerial vehicle as the non-aerial vehicle moves along a route. Thecamera generates image data representative of an upcoming segment of theroute relative to a direction of travel of the non-aerial vehicle. Theoff-board device wirelessly communicates image data to the non-aerialvehicle during movement of the non-aerial vehicle along the route.

In another embodiment, a system (e.g., a communication system) includesa control unit and a remote communication unit. The control unit can beconfigured to be disposed onboard a remote vehicle in a vehicle consisthaving a first lead vehicle and at least the remote vehicle. The firstlead vehicle and/or the remote vehicle may be aerial vehicles, such asdrones. The control unit also can be configured to obtain a lead vehicleidentifier representative of the first lead vehicle. The remotecommunication unit can be configured to be disposed onboard the remotevehicle and to receive a link command message that includes identifyinginformation representative of a designated lead vehicle. The controlunit can be configured to compare the identifying information of thelink command message with the lead vehicle identifier and to establish acommunication link between the first lead vehicle and the remote vehicleresponsive to the identifying information of the link command messagematching the lead vehicle identifier.

In one or more embodiments of the subject matter described herein, amethod includes determining, with a sensor assembly disposed onboard afirst aerial vehicle, a direction in which a fluid flows within orthrough the first aerial vehicle, and determining an orientation of thefirst aerial vehicle relative to a second aerial vehicle based at leastin part on the direction in which the fluid flows within or through thefirst aerial vehicle.

Optionally, the fluid is air that moves within the first aerial vehicle.

Optionally, the air is one or more of environmental air that is directedinto the first aerial vehicle or exhaust air that is directed out of thefirst aerial vehicle.

Optionally, determining the direction in which the fluid flows withinthe first aerial vehicle occurs when the first aerial vehicle is moving.

Optionally, the orientation of the first aerial vehicle representswhether the first aerial vehicle and the second aerial vehicle arefacing a common direction or different directions.

Optionally, the method also includes communicatively linking the firstaerial vehicle with the second aerial vehicle using the orientation thatis determined so that one of the first aerial vehicle or the secondaerial vehicle can remotely control operation of the other of the firstaerial vehicle or the second aerial vehicle.

Optionally, determining the direction in which the fluid flows includesmonitoring flow of the fluid using a sensor of the sensor assembly thatis disposed onboard the first aerial vehicle.

Optionally, determining the direction in which the fluid flows includesmeasuring one or more characteristics of a propulsion system of thefirst aerial vehicle in a location that is external to a brake pipe andmonitoring a change in the one or more characteristics of the propulsionsystem of the first aerial vehicle. The direction in which the fluidflows is based at least in part on the change in the one or morecharacteristics of the propulsion system of the first aerial vehicle.

Optionally, the one or more characteristics include at least one ofstrain, temperature, or sound.

In one or more embodiments of the subject matter described herein, asystem includes a sensor assembly that generates an outputrepresentative of a direction in which a fluid flows within or through afirst aerial vehicle that is included in a vehicle consist with a secondaerial vehicle. One or more processors determine an orientation of thefirst aerial vehicle relative to the second aerial vehicle based atleast in part on the output generated by the sensor assembly.

Optionally, the fluid is air that moves within the first aerial vehicle.

Optionally, the air is one or more of environmental air that is directedinto the first aerial vehicle or exhaust air that is directed out of thefirst aerial vehicle.

Optionally, the one or more processors determine the direction in whichthe fluid flows within the first aerial vehicle when the first aerialvehicle is moving.

Optionally, the one or more processors determine the orientation of thefirst aerial vehicle as an indication of whether the first aerialvehicle and the second aerial vehicle are facing a common direction ordifferent directions.

Optionally, the one or more processors are configured to communicativelylink the first aerial vehicle with the second aerial vehicle using theorientation that is determined so that one of the first aerial vehicleor the second aerial vehicle can remotely control operation of the otherof the first aerial vehicle or the second aerial vehicle.

Optionally, the sensor assembly is configured to be disposed inside ofthe first aerial vehicle and generate the output based at least in parton the direction in which the fluid flows in the system.

Optionally, the sensor assembly generates the output by measuring one ormore characteristics of a propulsion system of the first aerial vehiclein a location that is external to the propulsion system. The one or moreprocessors monitor the output generated by the sensor assembly for achange in the one or more characteristics of the propulsion system. Theone or more processors determine the direction in which the fluid flowsbased at least in part on the change in the one or more characteristicsof the propulsion system.

Optionally, the one or more characteristics include at least one ofstrain, temperature, or sound.

In one or more embodiments of the subject matter described herein, amethod includes identifying a direction of air flow in a propulsionsystem of a first aerial vehicle of a vehicle consist having the firstaerial vehicle and a second aerial vehicle, and determining anorientation of the first aerial vehicle relative to the second aerialvehicle in the vehicle consist based at least in part on the directionof the air flow in the propulsion system of the first aerial vehicle.The air is one or more of environmental air that is directed into thepropulsion system of the first aerial vehicle or exhaust air that isdirected out of the propulsion system of the first aerial vehicle.

Optionally, identifying the direction of air flow occurs onboard thefirst aerial vehicle.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the inventivesubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the inventive subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to one of ordinary skill in the art upon reviewing the abovedescription. The scope of the inventive subject matter should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,” and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. § 112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the inventive subject matter and also to enable one of ordinary skillin the art to practice the embodiments of inventive subject matter,including making and using any devices or systems and performing anyincorporated methods. The patentable scope of the inventive subjectmatter is defined by the claims, and may include other examples thatoccur to one of ordinary skill in the art. Such other examples areintended to be within the scope of the claims if they have structuralelements that do not differ from the literal language of the claims, orif they include equivalent structural elements with insubstantialdifferences from the literal languages of the claims.

The foregoing description of certain embodiments of the presentinventive subject matter will be better understood when read inconjunction with the appended drawings. To the extent that the figuresillustrate diagrams of the functional blocks of various embodiments, thefunctional blocks are not necessarily indicative of the division betweenhardware circuitry. Thus, for example, one or more of the functionalblocks (for example, processors or memories) may be implemented in asingle piece of hardware (for example, a general purpose messageprocessor, microcontroller, random access memory, hard disk, and thelike). Similarly, the programs may be standalone programs, may beincorporated as subroutines in an operating system, may be functions inan installed software package, and the like. The various embodiments arenot limited to the arrangements and instrumentality shown in thedrawings.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the present inventivesubject matter are not intended to be interpreted as excluding theexistence of additional embodiments that also incorporate the recitedfeatures. Moreover, unless explicitly stated to the contrary,embodiments “comprising,” “including,” or “having” an element or aplurality of elements having a particular property may includeadditional such elements not having that property.

The invention claimed is:
 1. A method comprising: determining, with asensor assembly disposed onboard a first aerial vehicle, a direction inwhich a fluid flows within or through the first aerial vehicle;determining an orientation of the first aerial vehicle relative to asecond aerial vehicle based at least in part on the direction in whichthe fluid flows within or through the first aerial vehicle; and changingmovement of one or more of the first aerial vehicle or second aerialvehicle based on the direction in which the fluid flows within orthrough the first aerial vehicle and the orientation of the first aerialvehicle.
 2. The method of claim 1, wherein the fluid is air that moveswithin the first aerial vehicle.
 3. The method of claim 2, wherein theair is one or more of environmental air that is directed into the firstaerial vehicle or exhaust air that is directed out of the first aerialvehicle.
 4. The method of claim 1, wherein determining the direction inwhich the fluid flows within the first aerial vehicle occurs when thefirst aerial vehicle is moving.
 5. The method of claim 1, wherein theorientation of the first aerial vehicle represents whether the firstaerial vehicle and the second aerial vehicle are facing a commondirection or different directions.
 6. The method of claim 1, furthercomprising communicatively linking the first aerial vehicle with thesecond aerial vehicle using the orientation that is determined so thatone of the first aerial vehicle or the second aerial vehicle canremotely control operation of the other of the first aerial vehicle orthe second aerial vehicle.
 7. The method of claim 1, wherein determiningthe direction in which the fluid flows includes monitoring flow of thefluid using a sensor of the sensor assembly that is disposed onboard thefirst aerial vehicle.
 8. The method of claim 1, wherein determining thedirection in which the fluid flows includes measuring one or morecharacteristics of a propulsion system of the first aerial vehicle in alocation that is external to a brake pipe and monitoring a change in theone or more characteristics of the propulsion system of the first aerialvehicle, wherein the direction in which the fluid flows is based atleast in part on the change in the one or more characteristics of thepropulsion system of the first aerial vehicle.
 9. The method of claim 8,wherein the one or more characteristics include at least one of strain,temperature, or sound.
 10. A system comprising: a sensor assemblyconfigured to generate an output representative of a direction in whicha fluid flows within or through a first aerial vehicle that is includedin a vehicle consist with a second aerial vehicle; and one or moreprocessors configured to determine an orientation of the first aerialvehicle relative to the second aerial vehicle based at least in part onthe output generated by the sensor assembly, wherein the one or moreprocessors are configured to change movement of the second aerialvehicle based on the direction in which the fluid flows within orthrough the first aerial vehicle and the orientation of the first aerialvehicle.
 11. The system of claim 10, wherein the fluid is air that moveswithin the first aerial vehicle.
 12. The system of claim 11, wherein theair is one or more of environmental air that is directed into the firstaerial vehicle or exhaust air that is directed out of the first aerialvehicle.
 13. The system of claim 10, wherein the one or more processorsare configured to determine the direction in which the fluid flowswithin the first aerial vehicle when the first aerial vehicle is moving.14. The system of claim 10, wherein the one or more processors areconfigured to determine the orientation of the first aerial vehicle asan indication of whether the first aerial vehicle and the second aerialvehicle are facing a common direction or different directions.
 15. Thesystem of claim 10, wherein the one or more processors are configured tocommunicatively link the first aerial vehicle with the second aerialvehicle using the orientation that is determined so that one of thefirst aerial vehicle or the second aerial vehicle can remotely controloperation of the other of the first aerial vehicle or the second aerialvehicle.
 16. The system of claim 10, wherein the sensor assembly isconfigured to be disposed inside of the first aerial vehicle and togenerate the output based at least in part on the direction in which thefluid flows in the system.
 17. The system of claim 10, wherein thesensor assembly is configured to generate the output by measuring one ormore characteristics of a propulsion system of the first aerial vehiclein a location that is external to the propulsion system, and wherein theone or more processors are configured to monitor the output generated bythe sensor assembly for a change in the one or more characteristics ofthe propulsion system, wherein the one or more processors are configuredto determine the direction in which the fluid flows based at least inpart on the change in the one or more characteristics of the propulsionsystem.
 18. The system of claim 17, wherein the one or morecharacteristics include at least one of strain, temperature, or sound.19. The system of claim 10, wherein the first aerial vehicle isconfigured to fly above a route, the system further comprising a cameraunit disposed onboard the first aerial vehicle and configured togenerate image data during flight of the first aerial vehicle; and acommunication unit disposed onboard the first aerial vehicle, thecommunication unit comprising an antenna and a transmitter, wherein thecommunication unit configured to wirelessly communicate the image datato a location offboard the first aerial vehicle, the antenna comprising:a radiating patch layer; an aperture layer, wherein the aperture layeris conductive and defines an aperture; a first insulator layersandwiched between the radiating patch layer and the aperture layer,wherein the radiating patch layer and the aperture layer are spacedapart from one another by at least a thickness of the first insulatorlayer, and wherein the first insulator layer has a low dielectricconstant, a conductive feed line; a second insulator layer sandwichedbetween the aperture layer and the feed line; a ground plane layer; athird insulator layer sandwiched between the feed line and the groundplane layer, wherein the third insulator layer has a low dielectricconstant; and a radome covering at least the radiating patch layer,wherein the radiating patch layer, the first insulator layer, theaperture layer, the second insulator layer, the conductive feed line,the third insulator layer, and the ground plane layer are all parallelto and stacked on top of one another.
 20. The system of claim 10,further comprising: a camera configured to capture at least image data;at least one of a data storage device electrically coupled to the cameraand configured to store the image data, or a communication deviceelectrically coupled to the camera and configured to communicate theimage data to a system receiver; a camera supporting object coupled tothe camera; and a control unit configured to communicate with the systemreceiver, and to control the camera based at least in part on thelocation of the camera supporting object, wherein the camera supportingobject is the first aerial device configured for at least one of remotecontrol or autonomous flying relative to a ground vehicle route for avehicle.
 21. A method comprising: identifying a direction of air flow ina propulsion system of a first aerial vehicle of a vehicle consisthaving the first aerial vehicle and a second aerial vehicle; determiningan orientation of the first aerial vehicle relative to an orientation ofthe second aerial vehicle in the vehicle consist based at least in parton the direction of the air flow in the propulsion system of the firstaerial vehicle, wherein the air is one or more of environmental air thatis directed into the propulsion system of the first aerial vehicle orexhaust air that is directed out of the propulsion system of the firstaerial vehicle; communicatively linking the first aerial vehicle withthe second aerial vehicle using the orientation of the first aerialvehicle that is determined; and changing movement of one of the firstaerial vehicle or the second aerial vehicle by the other of the firstaerial vehicle or the second aerial vehicle remotely controllingoperation of the other of the first aerial vehicle or the second aerialvehicle.